JP2004204963A - Power transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission for a vehicle which can improve of drivability even during acceleration by engaging a clutch for starting an engine of a travelling vehicle from a stop state. <P>SOLUTION: When a vehicle travels in a state where an engine 2 is stopped and a clutch in a transmission 3 is disengaged, satisfaction of the engine start condition leads to start of the engine 2 and engagement of the clutch. Before the start of the engine 2 and the engagement of the clutch, the ECU 20 executes a control for preventing the input rotation speeds in the transmission 3 from being the prescribed value or less. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle power transmission device.
[0002]
[Prior art]
A manual transmission with an automatic transmission function (hereinafter, referred to as "AMT") is a transmission that automatically selects a gear position from the relationship between a vehicle speed and a required acceleration. In a vehicle equipped with this AMT, when gear position control is performed to improve fuel efficiency, a state in which the reduction ratio is low is selected, and the frequency of kickdown during re-acceleration from deceleration or coasting becomes extremely high. The speed change at the time of the kick-down shuts off the output in response to the acceleration request, which causes deterioration of drivability.
[0003]
On the other hand, in a hybrid AMT vehicle equipped with a drive motor manufactured for the purpose of improving fuel efficiency, the clutch is disengaged and the engine is stopped to enhance the regenerative effect. There is a problem that deterioration of drivability cannot be avoided.
[0004]
With respect to such deterioration of drivability, for example, Japanese Patent Application Laid-Open No. 11-164403 discloses a control device for a hybrid vehicle. In this control device, at the time of deceleration of the vehicle, a clutch that selectively disconnects the connection of the output shaft of the engine to the drive wheels is disconnected, and the motor is controlled so as to generate a load corresponding to the engine brake. Thus, the driving performance (drivability) is improved by giving the driver the same feeling as when the engine brake is occurring.
[0005]
[Patent Document 1]
JP-A-11-164403
[0006]
[Problems to be solved by the invention]
However, in the control device disclosed in the above publication, although drivability is improved at the time of deceleration of the vehicle, drivability at the time of re-acceleration after starting the engine after deceleration is particularly considered. Not. When decelerating a vehicle in which the clutch is disengaged while the engine is stopped, when starting the engine and re-accelerating the vehicle, it is necessary to quickly start the engine and engage the clutch.
[0007]
However, when quickly starting the engine and engaging the clutch, if the difference between the rotation speed of the engine and the rotation speed of the transmission input shaft is large, the engagement of the clutch may be delayed, causing a large shock. . Further, usually, after the clutch is engaged, a large acceleration is required, and thus the transmission is often downshifted. When such a shock or downshift after clutch engagement occurs, there is a problem that the shock or downshift causes deterioration of drivability.
[0008]
Therefore, an object of the present invention is to improve the drivability even when the engine is stopped and the clutch is disengaged and the engine is started and the clutch is engaged to accelerate the vehicle while the engine is stopped when the vehicle is decelerated. An object of the present invention is to provide a vehicle power transmission device that can be improved.
[0009]
[Means for Solving the Problems]
A vehicle power transmission device according to the present invention that has solved the above-mentioned problems, when a predetermined running condition in which an engine in a running vehicle is stopped and a clutch is disengaged, and an engine starting condition is satisfied, For controlling the transmission of the transmission connected to the engine to prevent the input-side rotation speed of the transmission connected to the engine from becoming less than or equal to a predetermined value in the vehicle power transmission device in which the clutch is engaged. It has a device.
[0010]
If the engine is fired early when starting the engine, the air in the intake manifold will blow up the engine. As a result, the rotation difference between the engine and the transmission input shaft immediately after the start is large, which may cause a delay in engagement of the clutch or a large shock. In this regard, the vehicle power transmission device according to the present invention prevents the input-side rotation speed of the transmission from falling below a predetermined value when the stopped engine is started during traveling and the clutch is engaged. I have. As a result, it is possible to prevent a large difference between the engine speed and the transmission speed at the time of engaging the clutch, thereby preventing deterioration in drivability due to a delay at the time of engagement and a shock. can do. In addition, the quick transition to the acceleration state can expand the engine stop area and reduce the fuel consumption.
[0011]
Here, the control device may be configured to prevent the input-side rotational speed of the transmission from falling below a predetermined value during traveling in a state where the predetermined traveling condition is satisfied.
[0012]
When a predetermined traveling condition is satisfied, it is possible to prevent the input-side rotational speed of the transmission from always falling below a predetermined value.
[0013]
In addition, the control device may be configured to prevent the input-side rotation speed of the transmission from falling below a predetermined value by adjusting the transmission ratio of the transmission.
[0014]
As described above, by adjusting the transmission ratio of the transmission, it is possible to prevent the input-side rotation speed of the transmission from becoming equal to or less than the predetermined value. In particular, by adjusting the transmission ratio of the transmission, the necessity of kicking down after the clutch is engaged is reduced, so that it is possible to prevent a decrease in drivability due to kickdown.
[0015]
Further, the control device has a start map corresponding to a ratio between the engine speed and the input-side speed when satisfying the engine start condition, and controls the input-side speed of the transmission based on the start map. An embodiment can also be adopted.
[0016]
When performing control such that the input rotation speed of the transmission is equal to or less than a predetermined value, the input of the transmission is determined based on a start map corresponding to a ratio between the engine rotation speed and the input rotation speed when the engine start condition is satisfied. By controlling the side rotation speed, drivability can be further improved.
[0017]
Here, it is preferable to use an acceleration map used at the time of acceleration when the vehicle performs normal traveling as the start map.
[0018]
The number of maps to be stored can be reduced by using an acceleration map used at the time of acceleration as a start map corresponding to the ratio between the engine speed and the input-side speed at the time of satisfying the engine start condition.
[0019]
The vehicle preferably includes a motor that supplies a driving force of the vehicle during a predetermined driving state, and further includes a regenerative device that regenerates energy during deceleration when the predetermined driving state is during deceleration. It is suitable.
[0020]
As described above, the vehicle power transmission device according to the present invention is preferably used for a so-called hybrid vehicle including a motor in addition to an engine, and further for a hybrid vehicle including a regenerative device.
[0021]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.
[0022]
FIG. 1 is a configuration diagram showing a vehicle power transmission device according to a first embodiment of the present invention. As shown in FIG. 1, a power transmission device 1 according to the present embodiment includes an engine 2. An input side of a transmission 3 that is a transmission is connected to the engine 2, and power output from the engine 2 is input to the transmission 3. The transmission 3 has a so-called automatic transmission function, is adjusted to an appropriate gear ratio according to the running state of the vehicle, the driving request, and the like, and converts and outputs the torque of the engine 2. The transmission 3 includes an automatic shift (not shown) and an automatic clutch which is the clutch of the present invention. Automatic shifting can adjust any gear position either electrically or hydraulically. Further, the disconnection and connection of the clutch for transmitting the output of the engine 2 to the motor 4 can be set electrically.
[0023]
Further, the vehicle including the power transmission device 1 is a so-called hybrid vehicle, and includes a motor 4 in addition to the engine 2 as a power source. The motor 4 is connected to the output side of the transmission 3, and the output shaft 5 is connected to the motor 4. For this reason, the output shaft 5 is connected to the output side of the transmission 3 via the motor 4. An output shaft 5 connected to an output side of the transmission 3 via a motor 4 is connected to a drive shaft 6 via a differential device (not shown), and drives wheels 7, 7 attached to both sides of the drive shaft 6. Driven.
[0024]
Further, the motor 4 is connected to an inverter 8 in addition to the transmission 3 and the output shaft 5. The motor 4 can adjust the output torque by powering / regenerating. The inverter 8 is connected to a power supply 9 and generates a three-phase current for driving the motor 4. Further, the inverter 8 is connected to a DC / DC converter 10, and the DC / DC converter 10 is connected to a 12V system auxiliary machine 11, such as an air conditioner compressor. The inverter 8 supplies the current supplied from the power supply 9 and also charges the power supply 9 with the current generated by the regenerative action of the motor 4. Further, a current supplied from the power supply 9 and a surplus current generated by regeneration are supplied to the auxiliary machine 11 of the 12 V system via the DC / DC converter 10.
[0025]
Further, the engine 2, the transmission 3, and the inverter 8 are connected to an ECU 20, which is a control device. The ECU 20 includes an engine ECU 21, a transmission ECU 22, and a motor ECU 23. The engine ECU 21 is connected to the engine 2, the transmission ECU 22 is connected to the transmission 3, and the motor ECU 23 is connected to the inverter 8.
[0026]
The engine ECU 21 calculates the power required by the driver based on an accelerator opening signal output from an accelerator opening sensor (not shown), a vehicle speed signal also output from a vehicle speed sensor (not shown), and manages the torque applied to the vehicle. ing. The output of the engine 2 is calculated based on the torque given to the vehicle, and the torque output from the engine 2 is controlled. The transmission ECU 22 detects the driving state of the driver based on the accelerator opening and the like output from the accelerator opening sensor, and detects the running state of the vehicle based on the running state and the like of the vehicle output from the vehicle speed sensor. . The clutch shift position is calculated based on the detected driving state of the driver and running state of the vehicle, and instructed to the transmission 3. The motor ECU 23 calculates the motor torque based on the driving state of the engine 2 and the driving state of the vehicle, and instructs the calculated motor torque to the inverter 8.
[0027]
In the vehicle power transmission device 1 according to the present embodiment, when the engine 2 is stopped and a large amount of power is generated by the motor 4 when the vehicle is decelerating or traveling on a downhill, the engine is driven. In some cases, the clutch is connected to perform regenerative braking.
[0028]
When a large torque is required, such as when starting, shifting, and accelerating, in addition to driving the engine 2, the motor 4 can be driven and the motor 4 can assist the torque of the engine 2. If the engine 2 is stopped before driving the engine 2, the engine 2 is started and then the clutch in the transmission 3 is engaged, so that the engine 2 is connected to the output shaft via the transmission 3 and the motor 4. 5 is connected.
[0029]
Control of the vehicle power transmission device according to the present embodiment having the above configuration will be described with reference to FIG. FIG. 2 is a flowchart illustrating a process of controlling the power transmission device 1 according to the present embodiment.
[0030]
As shown in FIG. 2, in the power transmission device 1 according to the present embodiment, first, when the clutch in the transmission 3 is turned off, the lower limit guard value of the target input speed in the transmission 3 is calculated (S1). The lower limit guard value of the target input rotation speed can be determined, for example, uniformly, or can be determined by the shift position of the automatic shift in the transmission 3. The calculation of the lower limit guard value here is performed when the lower limit guard value of the target input rotational speed is determined by the shift position. In addition, in the case of uniform determination, it can be set to, for example, about 1300 rpm. After calculating the lower limit guard value of the target input rotation speed, it is determined whether or not the vehicle speed is 0 (S2). It is determined whether the engine 2 is stopped (S3). Even when the vehicle is traveling, if the vehicle is traveling at a low speed, is decelerating, or is traveling on a downhill, the motor 4 is driven or regenerated while the engine 2 is stopped. I am running. As described above, when the vehicle is running only with the motor 4, it is determined that the engine 2 is stopped.
[0031]
If it is determined in step S3 that the engine 2 is stopped, it is determined whether or not the starting condition of the engine 2 is satisfied (S4). The determination as to whether or not the start condition of the engine 2 is satisfied is made based on, for example, whether or not the accelerator opening determined according to the vehicle speed has become a predetermined value or more.
[0032]
If it is determined that the start condition of the engine 2 is satisfied, the engine 2 is started if it is determined that the start condition is satisfied (S5). When the engine 2 is started, the clutch in the transmission 3 is engaged. Here, when the input rotation speed of the transmission 3 (hereinafter, simply referred to as “input rotation speed”) is equal to or lower than the lower limit guard value, the rotation of the input side of the transmission 3 with respect to the rotation speed of the engine 2 is slow, and the clutch is disengaged. Connecting them may increase the shock. Therefore, before engaging the clutch in the transmission 3, it is determined whether or not the input rotation speed is equal to or lower than the lower limit guard value (S6).
[0033]
As a result, if it is determined that the input rotation speed is equal to or lower than the lower limit guard value, the gear ratio of the transmission 3 is reduced, and a downshift is performed to prevent the input rotation speed from falling below a predetermined value (S7). However, if the gear is located in the first speed, the gear cannot be downshifted, so that the state is in the first speed. Thereafter, a clutch operation process for engaging the clutch is performed (S8). In this way, by performing the downshift of the transmission 3, it is possible to prevent the input rotation speed for the rotation of the engine from becoming too low. For this reason, the shock at the time of connecting the clutch can be reduced. On the other hand, if the input rotation speed exceeds the lower limit guard value, processing such as engaging the clutch is performed without changing the gear ratio of the transmission 3 (S8), and the processing ends.
[0034]
When it is determined in step S2 that the vehicle speed is 0, the vehicle has stopped. Thus, when the vehicle is stopped, the clutch is disengaged, so the process proceeds to step S6, and it is determined whether or not the input rotation speed is equal to or lower than the lower limit guard value. However, in this case, since the vehicle speed is 0, the input rotation speed is 0, so that the condition for fixing to the first speed is satisfied in step S7, and the speed is fixed to the first speed.
[0035]
Further, when it is determined in step S3 that the engine 2 is not stopped, it is determined whether or not the engine 2 is being started (S9). As a result, when it is determined that the starting operation is being performed, the process proceeds to step S6, where it is determined whether or not the input rotation speed is equal to or lower than the lower limit guard value, and a shift-down process is performed according to the result. On the other hand, when it is determined that the engine 2 is not in the starting operation, the vehicle is in a normal running state in which the engine 2 is operated. At this time, it is determined whether the clutch is disconnected (S10). As a result, when it is determined that the clutch is disengaged, the process proceeds to step S6, where it is determined whether or not the input rotation speed is equal to or less than the lower limit guard value, and the subsequent processing is performed. On the other hand, when it is determined that the clutch has not been disengaged, a clutch operation according to the running state is performed.
[0036]
As described above, in the power transmission device 1 according to the present embodiment, when starting the engine 2 while the vehicle is running, the shift down process is performed when the input rotation speed is equal to or less than the predetermined lower limit guard value. Like that. For this reason, the input rotation speed before the engine is started is prevented from falling below a predetermined value. Therefore, it is possible to reduce a shock when the clutch is engaged when the engine is started and the clutch is engaged and accelerated, thereby improving drivability.
[0037]
Next, a specific behavior of the vehicle when the control according to the present embodiment is performed will be described. FIG. 3A is a graph showing a time change between the engine speed and the input speed when the control in the conventional power transmission device is performed, and FIG. 3B shows the control in the power transmission device of the present invention. 6 is a graph showing a time change between an engine speed and an input speed when the engine speed is changed.
[0038]
As shown in FIG. 3A, in the conventional control, when the input rotation speed IR is reduced and an engine start request is made and the engine speeds up, the clutch engagement time CT changes the transmission time of the transmission. The clutch is engaged. At this time, since the rotation speed of the engine immediately after the start is greatly increased, a large difference occurs between the rotation speed of the engine and the input rotation speed within the clutch engagement time CT. Due to the difference, a shock occurs at the time of engagement shown by the area AE1, and drivability is reduced. In addition, when accelerating, a large torque is usually required, and the torque for that is often not able to be covered by the motor, and furthermore, the gear stage is large and the torque from the engine is small, so it may be necessary to kick down . In this case, if a kick-down occurs during the kick-down occurrence time KT, a shock for kick-down occurs in the area AE2, which also reduces the drivability.
[0039]
On the other hand, in the control in the power transmission device according to the present embodiment, as shown in FIG. 3B, when the input rotation speed IR reaches a predetermined lower limit guard value LL during traveling by the motor, the shift down is performed. To increase the input rotation speed. Then, when there is a request to start the engine and the engine is started, the input rotation speed has increased due to the shift down being performed in advance, and it has blown up immediately after the start and has a rotation speed close to the engine speed. I have. Therefore, although the clutch is engaged in the transmission during the clutch engagement time CT, the shock at the time of engagement is small, and the engagement time CT is shortened, so that drivability can be improved accordingly. The same effect can be obtained even if the downshift is controlled at the time of engine start determination. In addition, even when the vehicle is running immediately after the engine starts running, the vehicle is running in a gear position that is advantageous for acceleration, so that kickdown does not occur and it is possible to prevent deterioration of drivability due to kickdown. it can.
[0040]
Next, a second embodiment of the present invention will be described. The configuration of the power transmission device in this embodiment is the same as that described in the first embodiment, except that the ECU 20 has the maps shown in FIGS. 4 and 5. FIG. 4 is a map used when changing the gear ratio of the transmission 3 to a gear ratio corresponding to the vehicle speed and the accelerator opening when the vehicle runs with the engine 2. This map is a map at the time of utilizing engine power, and is used when selecting a gear position while the engine 2 is operating.
[0041]
A boundary line C21 indicates a boundary when changing the gear ratio so as to shift down from second gear to first gear, and a boundary line C12 indicates a boundary when changing the gear ratio so as to shift up from first gear to second gear. Is shown. Similarly, the boundary line C32 changes from third speed to second speed, the boundary line C23 changes from second speed to third speed, the boundary line C43 changes from fourth speed to third speed, the boundary line C34 changes from third speed to fourth speed, and the boundary line C54 changes. Indicates a boundary when changing from fifth speed to fourth speed, and a boundary line C45 indicates a boundary when changing from fourth speed to fifth speed.
[0042]
On the other hand, FIG. 5 shows that the gear ratio of the transmission 3 is changed to the gear ratio corresponding to the vehicle speed and the accelerator opening when the engine 2 is started and the vehicle running with the engine 2 stopped is satisfied. It is a map used when changing. This map is a map at the time of acceleration standby of the vehicle, and is used when selecting a gear position when shifting from a state where the engine is not running to a state where the engine is started.
[0043]
Similarly to FIG. 4, the boundary line C21 changes the gear ratio from the second speed to the first speed, the boundary line C32 changes from the third speed to the second speed, the boundary line C43 changes from the fourth speed to the third speed, and the boundary line C54 changes the fifth to fourth speed. The boundaries at the time of downshifting to the respective speeds are shown. As can be seen from FIGS. 4 and 5, the boundary lines C21, C32, C43, and C54 in FIG. 5 correspond to the boundary lines C12, C23, C34, and C45 shown in FIG. 4, respectively, and the range of the accelerator opening of 40% or less. Draws the same line.
[0044]
A control procedure in a power transmission device having an ECU having such a map will be described. FIG. 6 and FIG. 7 are flowcharts showing steps for controlling the power transmission device according to the present embodiment. As shown in FIG. 6, in the control according to the present embodiment, it is determined whether or not the accelerator is off, that is, whether the accelerator opening is 0 while the vehicle is running (S21). The determination of the accelerator opening is performed based on an accelerator opening signal output from an accelerator opening sensor (not shown). As a result, when it is determined that the accelerator is OFF, it is determined whether or not the regeneration is prioritized (S22). The determination as to whether or not to give priority to regeneration is made based on the charge amount of the power supply 9 and the like. When the charge amount is equal to or less than a predetermined threshold, the regeneration is given priority. do not do. If it is determined that the regenerative operation is prioritized, the vehicle is set to the economical driving mode (ECO) mode (S23). Then, since the driving of the engine 2 is not performed, a request is made to turn off the clutch to disconnect the clutch (S24).
[0045]
On the other hand, if it is determined in step S21 that the accelerator is not turned off, it is determined whether traveling (EV) using only the motor is possible (S25). The determination as to whether the vehicle can run only by the motor is made based on the current vehicle speed, running conditions, and the like. Specifically, when the vehicle is traveling at high speed or traveling on an uphill, and traveling cannot be performed only by the output of the motor, it is determined that traveling by the motor alone is impossible. When the vehicle can be driven only by the output of the motor, such as when the vehicle is traveling at a low speed or when traveling downhill, it is determined that the vehicle can be driven only by the motor. FIG. 8 shows a region where the engine 2 stops, and the larger the output of the motor 4, the wider the region where the engine 2 stops. Note that the region where the motor can travel includes all regions where the engine 2 stops. The boundary line shown in FIG. 8 is a starting point of the engine.
[0046]
As a result, when it is determined that traveling by only the motor is possible, the mode shifts to the economical traveling mode (S23). On the other hand, when it is determined that traveling by the motor alone is impossible, the mode is shifted to an engine traveling mode in which traveling is performed by driving the engine 2 (S26).
[0047]
Through the processing from step S21 to step S26, it is determined whether the driving mode in response to the driver's request is the economic driving mode or the engine driving mode. In the economical driving mode, the regeneration may be prioritized, including the regeneration in the clutch OFF state, the motor traveling, and the idling stop state, and the engine may be operating. The engine running mode is a state in which engine power is required, and includes a fuel cut state in which the engine is driven during normal gear shifting and deceleration. At this time, the motor 4 may perform regeneration or torque assist in the clutch ON state.
[0048]
In this way, when it is determined whether to travel in the economical travel mode or the engine travel mode, it is determined whether the engine is stopped (S27). If it is determined that the engine 2 has not stopped, it is determined whether the engine stop condition is satisfied (S28). Here, for example, when the vehicle is in the economic running mode, the stop condition of the engine 2 is satisfied, and when the vehicle is in the engine running mode, the stop condition of the engine 2 is not satisfied. Note that the determination of the engine stop here includes various conditions in addition to the economic running mode and the engine running mode. For example, while the vehicle is running at high speed, the engine 2 can be stopped when the brake is turned on to give priority to improving drivability.
Then, when it is determined that the stop condition of the engine 2 is satisfied, the stop operation of the engine is started (S29). Then, a clutch OFF is requested to disconnect the clutch (S30). If it is determined in step S28 that the stop condition of the engine 2 is not satisfied, steps S29 and S30 are skipped, and the flow shifts to the flow shown in FIG.
[0049]
On the other hand, if it is determined in step S27 that the engine 2 is stopped, it is determined whether the engine start condition is satisfied (S31). There are various conditions for determining whether or not the start condition of the engine 2 is satisfied, in addition to whether or not the engine is in the engine running mode. For example, the start condition of the engine 2 can be satisfied when the brake changes from the ON state to the OFF state or when the accelerator changes to the ON state.
[0050]
If it is determined that the engine start condition is satisfied as a result of the start condition satisfaction determination, the engine 2 is started (S32), and the process proceeds to the flow shown in FIG. If it is determined that the start condition of the engine 2 is not satisfied, the flow shifts to the flow shown in FIG. 7 without starting the engine 2.
[0051]
The start and stop of the engine 2 are determined by the processes from step S27 to step S32. When starting or stopping the engine 2, the operation of the engine 2 is determined separately from the engine traveling mode.
[0052]
Subsequently, when the process proceeds to the flow shown in FIG. 7, it is determined whether or not the current vehicle is in the economical driving mode (S33). As a result, if it is determined that the vehicle is in the economical driving mode, the gear selection in the acceleration standby state is performed (S34). This gear selection is performed by selecting a gear position based on the acceleration standby map shown in FIG. When the vehicle is decelerating at a high vehicle speed with the brakes off, the clutch can be turned off and the engine 2 can be put into an idle rotation state to give priority to regeneration. Also at this time, the acceleration standby map shown in FIG. 5 can be used for the shift determination.
[0053]
Then, when a predetermined gear position is selected, it is conceivable to wait in a neutral state in order to reduce the loss in the transmission 3 (to increase regeneration). At this time, it is determined whether or not to wait in the neutral state ( S35). The determination as to whether or not to wait in neutral is made based on various conditions such as vehicle speed, road gradient, and required output. As a result, if it is determined that the vehicle stands by in neutral, gear processing for positioning the gear at the neutral position is performed, and preparation is made so that the gear can be quickly moved to a desired gear position. It is preferable that the desired gear at this time is selected based on the acceleration standby map shown in FIG. 5 and the gear is made to stand by at a neutral position closest to the desired gear.
[0054]
If it is determined in step S33 that the vehicle is not in the economical driving mode, it is determined whether or not the mode shift delay has elapsed (S37). As a result, when it is determined that the mode transition delay has elapsed, a normal gear selection in the engine traveling mode is performed (S38). As described above, by using the delay to wait for the progress of the delay and prohibiting the shift during the delay, the busy shift can be avoided. Further, the gear selection at this time is performed by selecting a gear position based on the engine power utilization time map shown in FIG. Thereafter, when a gear position is selected based on FIG. 4, a shift process to the selected gear is performed (S39). On the other hand, if it is determined in step S35 that neutral standby is not to be performed, a selected gear shift process for the gear selected in step S34 is performed (S39).
[0055]
Then, if the neutral position gear process in step S36 and the selected gear shift process in step 39 are performed, or if it is determined in step S37 that the delay has not elapsed in the mode or more, the clutch process operation is performed (S40), and the process ends.
[0056]
As described above, in the vehicle power transmission device according to the present embodiment, the gear position of the transmission 3 is selected using the acceleration standby map, and the input rotation speed is increased. Therefore, when starting conditions of the engine 2 are satisfied and the engine 2 is started, it is possible to prevent a large difference between the rotation speed of the engine 2 and the input rotation speed of the transmission 3, so that the drivability is deteriorated. It can be suitably prevented. In addition, since the map at the time of accelerating standby uses the map at the time of utilizing the engine power shown in FIG. 4, the number of maps stored by the ECU 20 can be reduced.
[0057]
As described above, the preferred embodiments of the present invention have been described, but the present invention is not limited to the above embodiments. For example, in the above embodiment, a transmission with an AMT is used as the transmission, but a transmission having a neutral mechanism automatically provided in a normal A / T or CVT may be used.
[0058]
【The invention's effect】
As described above, according to the present invention, when the engine is stopped at the time of deceleration of the vehicle and the clutch is disengaged, the power is transmitted even when the engine is started and the clutch is engaged to accelerate the vehicle. And a power transmission device for a vehicle that can improve drivability earlier.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing a vehicle power transmission device according to a first embodiment of the present invention.
FIG. 2 is a flowchart illustrating a process of controlling the power transmission device according to the first embodiment.
FIG. 3A is a graph showing a time change between an engine rotation speed and an input rotation speed when control is performed in a conventional power transmission device, and FIG. 3B is a graph showing control in the power transmission device of the present invention. 6 is a graph showing a change over time between an engine speed and an input speed when the above operation is performed.
FIG. 4 is a map when engine power is used.
FIG. 5 is a map when the vehicle is in an acceleration standby state.
FIG. 6 is a flowchart illustrating steps for controlling a power transmission device according to a second embodiment.
FIG. 7 is a flowchart showing a step following FIG. 6;
FIG. 8 is a graph showing an area where the engine stops.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Vehicle power transmission device, 2 ... Engine, 3 ... Transmission, 4 ... Motor, 5 ... Output shaft, 6 ... Drive shaft, 7 ... Drive wheels, 8 ... Inverter, 9 ... Power supply, 10 ... DC / DC converter, 11: Auxiliary equipment, 21: Engine ECU, 22: Transmission, 23: Motor ECU, CT: Clutch engagement time, IR: Input speed, KT: Kick-down occurrence time, LL: Lower limit guard value.

Claims (7)

A vehicle power transmission for starting the engine and engaging the clutch when the engine start condition is satisfied when a predetermined running condition in which the engine of the running vehicle is stopped and the clutch is disconnected is satisfied. In the device,
A power transmission device for a vehicle, comprising: a control device that controls a transmission connected to the engine to prevent an input-side rotation speed before the engine is started from falling below a predetermined value. 2. The vehicle power transmission device according to claim 1, wherein the control device prevents the input-side rotation speed of the transmission from falling below a predetermined value while the vehicle is traveling under the predetermined traveling condition. 3. . The vehicle power transmission device according to claim 1, wherein the control device adjusts a speed ratio of the transmission to prevent an input-side rotation speed of the transmission from being equal to or less than a predetermined value. . The control device has a start map corresponding to a ratio between an engine speed and an input-side speed when the engine start condition is satisfied,
The power transmission device for a vehicle according to claim 1, wherein an input-side rotation speed of the transmission is controlled based on the start map. The power transmission device for a vehicle according to claim 4, wherein an acceleration map used at the time of acceleration when the vehicle runs normally is used as the start map. The vehicle power transmission device according to any one of claims 1 to 5, wherein the vehicle includes a motor that supplies a driving force of the vehicle during the predetermined traveling state. The power transmission device for a vehicle according to any one of claims 1 to 6, wherein the predetermined traveling state is a time of deceleration, and the vehicle includes a regenerative device that regenerates energy at the time of deceleration.

Images